Railway signaling system and apparatus



(No Model.) 6 Sheets-Sheet 1. H. BEZER. RAILWAY SIGNALING SYSTEM AND APPARATUS.

Patented Apr. 19, 1898.

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6 Sheets-Sheet 2.

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H. BEZER. RAILWAY SIGNALING SYSTEM AND APPARATUS.

' Patented Apr. 19, 1898.

(No Model.) 6 Sheets-Sheet, 3.

H. BEZER. RAILWAY SIGNALING SYSTEM AND APPARATUS.

Patented Apr. 19, 1898.

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H. BEZER.

RAILWAY SIGNALING SYSTEM AND APPARATUS.

No. 602,792. Patented Apr. 19, 1898.

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Patented Apr. 19, 1898.

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Patented Apr. 19, 1898.

INVENTOR A URNEY WITNESSES UNITED STATES PATENT Fries.

HENRY BEZER, OF NEW ROCHELLE, NEW YORK.

RAlLWAY SIGNALING SYSTEM AND APPARATUS.

SPECIFICATION forming part of Letters Patent No. 602,792, dated April 19, 1898.

Application filed December S, 1895. Renewed. February 25, 1898. Serial No. 671,692. (No model.)

To all whom, it may concern.-

Be it known that I, HENRY Bnznn, asubject of the Queen of Great Britain, and a resident of New Rochelle, inthe countyof lVestchester, State of New York, have invented certain new and useful Improvements in Railway Signaling Systems and Apparatus, of which the following is a specification, reference bein g had to the accompanying drawings, forming part hereof.

My invention relates to railway signaling systems and apparatus, and has for its objects generally to provide an improved visual indicator for giving indications of the condition of the track in advance of a train, and to provide for moving the signal by positive rotative movements, and for the employment of a single visual indicator as both a home and distant signal, and to provide means for positively locking the indicator in one or more predetermined positions, and for controlling the motor by the locking device both for starting and stopping the signal, and to provide two batteries, either one of which may be the main battery and the other a reserve battery, and means for reversing the conditions of these batteries when the active battery becomes too feeble to perform its work, thus guarding against battery failure and insuring the successive use of the batteries.

Other objects and advantages of my invention and the various improvements constituting my invention are hereinafter fully set forth and claimed.

The drawings illnst rate embodiments of my invention.

Figure 1 is a front elevation of a signal embodying my invention. Fig. 1 is a detail plan view of the lantern. Fig. 2 is an enlarged plan View of the signal with the cover of the signal-box removed to show the actuatin g mechanism and with parts of the mechanism broken away. Fig. 3 is an enlarged front elevation of the mechanism with the box and signal-shaft in section. Fig. 4 is a vertical section taken on the line 4 4 of Fig. 2. Fig. 5 is a diagrammatic View illustrating the circuits and part of the apparatus adapted for automatically actuating the signal when rail-circuits are employed. Fig. 6 is a diagrammatic view illustrating the circuits and part of the apparatus adapted for automatically actuating the signal when track instruments are employed. Fig. 7 is a diagrammatic View showing the main and reserve battery and means for throwing the reserve battery into action. Fig. 8 is a similar view showing a different construction for accomplishing the same purpose.

The visual indicator is shown as consisting of a substantially straight semaphore-blade 13 for the day signal and a lantern L for the night signal.

The semaphore-blade B is medially pivoted and fitted to rotate, being suitably secured upon the front end of a shaft B and the axis of rotation of the semaphore-blade is located at a distance from the post or support P, so that the post or support forms no part of the background of the semaphore in any position that the semaphore-blade may assume. As a result of this construction I secure a landscape background for the semaphore-blade in all positions and may employ the horizontal and vertical positions, as well as the oblique position, of the semaphore-blade to give positive indications to the train-engineer.

By reason of the number of positions which may be utilized I am enabled to employ one straight semaphore-blade both as a home and distant signal, and in the construction shown the horizontal position of the semaphoreblade 13 (shown in full lines in Fig. 1) is the home dangei signal, indicating that the block or section of track in advance of the signal is occupied by a train, and the oblique position of the semaphore-blade (shown in dotted lines in Fig. 1) is the distant danger or cantion signal, indicating that the block or section of track in advance of the signal is clear, but that the second block or section of track in advance is occupied by a train, and the vertical position of the semaphore-blade {also shown in dotted lines in Fig. l) is the safetysignal, indicating that a plurality of blocks ited to the train-engineer, and this face L may have a red lens or bulls-eye, and when the semaphore gives the distant danger-signal the face L is exposed, and this face may have a green lens or bulls-eye, and when the semaphore gives the safety-signal the face L (see Fig. 1) is exposed, and this face may have a clear or amber bulls-eye lens, showing a white or amber light. Thus the lantern L will give night signals corresponding to the day signals given by the semaphoreblade. The connection of the semaphore and lantern is shown as effected through intermeshing bevelgears B and L the bevel-gear B being secured upon the semaphore-shaft l3 and the bevel-gear L being secured upon a shaft L extending upward through a protecting-housing L and the shaft L having secured or formed upon its upper end a block or holder L adapted to enter a suitable socket of the lantern L, and to enter that socket only when the lantern is turned in the proper position to give an indication corresponding to that of the semaphore-blade. The semaphore-shaft B and lantern-shaft L are shown as geared together in the ratio of one to two, so that the lantern makes one complete revolution for every half-revolution of the semaphore-shaft, for the reason that the semaphore, being medially pivoted and symmetrical or composed of two diametrically opposite arms of the same shape, gives the same indications in diametrically opposite positions,and will therefore move through any one indicating position twice in every revolution-as, for instance, from the home danger position (shown in full lines in Fig. 1) a half-revolution of the semaphore will bring it into diametrically opposite position; but this position will be apparently the same by reason of the symmetrical shape of the semaphore.

The actuating mechanism of the signal is shown as incased within the box N, having a cover N, to which cover is secured the housing L, above referred to, of the lantern-shaft L The signal-box N may be cast in one piece and is shownas provided with perforated bosses N N for the reception of bolts to hold it to an arm P, extending horizontally from the post P, and this arm may be bolted to the post, as shown, and should be narrower than the semaphore-blade, and may be quite narrow, so as to be scarcely visible to the train-engineer, or visible only as a thin line. This arm P is the only connection between the signal and its post or support. It is of course evident that where two signals are desired, as in a four-track system, the other signal maybe similarlysupported on the opposite side of the post, and where the signal has a horizontal support, as a bridge, the supporting-arm P may extend vertically from the horizontal support to the signal-box N.

The semaphore-shaft B is shown as fitted to rotate in bearing pieces or blocks held in the box N, the front bearing-piece B being open at both ends, as the shaft emerges from the box at this hearing to hold the semaphore, and the rear bearing-piece B being externally closed, so that the shaft is not exposed to the weather at its rear end. These bearing-pieces may be made of a suitable nonrusting metal or alloy or composition, so as to guard against rusting of the shaft in its bearin g, and good results have been obtained with a steel shaft and brass bearings.

The motor M is not shown in detail, as any suitable motor may be employed; but the motor-shaft M is shown as extending there from. I propose to use an electromotor, and have shown in the diagram Figs. 5 and (3 the circuit connections for actuating said motor. These connections will be hereinafter particularly described. The motor-shaft M is shown as provided with a pinion M meshing into a gear-wheel M said gear-wheel M being secured upon a shaft M fitted to rotate in externally-closed bearings held in the box N. A second pinion M is also secured upon the shaft M and meshes into a gearwheel M secured upon the semaphore-shaft B and thus the rapid rotation of the motorshaft Mproduces a slow rotation of the semaphore-shaft B and the motor has a very considerable leverage upon the semaphore-shaft, so as to readily overcome any resistance to the movement of the semaphore.

In the operation of the system herein shown and described the semaphore rotates always in the same direction and moves through only a part of a revolution at a time-as, for instance, from the horizontal position to the vertical position one-fourth of a revolution, or from the vertical position to the horizontal position one-fourth of a revolution, or from the horizontal position to the oblique position one-eighth of a revolution, or from the oblique position to the vertical position oneeighth of a revolution, or from the oblique position to the horizontal position threeeighths of a revolution, and each of these movements represents several revolutions of the motor.

From the above it will be evident that the gear-wheel M constitutes a part moving with the semaphore-blade, and as this gear-wheel is within the signal-box it is a suitable part for engagement with the looking or engaging device which I will now describe.

The locking device comprises, as shown, a sliding locking piece or bolt or pin 0, adapted to engage with the gear-wheel M and also comprises means for actuating said lockingpin 0, and perforations m m m are shown as formed in the web of the wheel M into any one of which perforations said lockingpin 0 will enter when the locking-pin is released or is in condition to engage with the wheel by entering a perforation thereof and the wheel M has moved to a position with a perforation in line with the pin. For the three signals home danger, distant danger, and safety there are six perforations IIO formed in the wheel M arranged in pairs diametrically opposite each other, for the reason above stated that the signal gives corresponding indications in diametrically opposite positions of the semaphore-shaft B As shown in Figs. -4, 3, and 4, the front end of the locking-pin O is within one of the two perforations m and thereby the signal is locked at the home danger position.

The means for moving the locking-pin O rearwardly, thereby withdrawing said pin from engagement with the wheel M consists of the eleotromagnet 1, shown in the form of a horseshoe-electromagnet having two bobbins or coils, one on each side of the locking-pin O, and the iron cores of said coils being joined at their rear ends by a suitable iron piece 0 which piece 0 provides the rear bearing for the locking-pin O, and the cores terminating at their front ends in long poles o 0 preferably covered by thin brass sleeves, and the perforated armature O, fitting loosely over the sleeved poles of this electromagnet I, is secured to the locking-pin O, as by being pinned thereto, as shown in Fig. 4, so that the locking-pin 0 moves with the armature O, and when the electromaguet I is energized the armature is attracted and the locking-pin O withdrawn from engagement with the gearwheel M, and thus the signal is unlocked.

Continuously-acting means are employed tending to restore the locking-pin O to engaging position, such means, as shown, consisting of a coiled or helical spring 0, arranged above the locking-pin O and secured at its forward end to the standard 0 ofthe frame, which standard forms the front bearing of the locking-pin O, and secured at its rear end to a pin 0 passing through the locking-pin 0, near its rear end, and extending upwardly therefrom. The spring constantly pulls the locking-pin forward, and whenever the electromagnet I is deenergized this spring holds the locking-pin either with its front end entered in one of the perforations m m or m or with its front end against the gear-wheel M, ready to enter the first perforation m m or m which is brought in line with the locking-pin, and thus holding the lockingpin either in engagement with the wheel M or in condition for engagement with the wheel M and thus locking the signal or being in condition to lock the signal.

The spring holding-pin 0 which passes through the rear end of the locking-pin O, is shown as extending downwardly beneath the locking-pin O and entering a bearing in a switch-lever I, suitably pivot-ed at 1 and by reason of this connection the switch-lever I moves with the locking-pin O, and thus the circuits made and broken by the switch-lever l are controlled by the movement of the locking-pin 0. It is to be noted that the mere putting of the locking-pin 0 into condition to lock the semaphore will not affect the circuits controlled by the switch-lever I, and these circuits will not be affected until the lockinglated from the middle part of the switch-lever and from each other and working over contact-plates to make and break electric ciron its in the manner hereinafter described.

It is to be noted that the switch-lever I is shown in all views of the drawings in the position in which it is held when the lockingpin 0 is in engagement with the gear-wheel M and the signal locked, and that when the lockingpin moves rearwardly out of the looking position the switch-lever is moved into such position that the spring q is out of contact with the plate 0" and the spring 11 is out of contact with the plate 0 and in contact with the plate To make and break the necessary circuits to effect the automatic movements of the sig nal from one position to another, I employ a commutator in connection with the instrumentalities directly actuated by the train, and this commutator is shown as of cylindrical form and secured upon the semaphoreshat't B and contains upon its periphery a number of contact-plates insulated from each other, the configuration and arrangement of these plates being best shown in the diagrammatic views, Figs. 5 and 6, in which views developments of the entire peripheries of two slightly-diiferent commutators are shown, the commutator Q of Fig. 5 being of the construction employed for rail-circuit systems, and the commutator Q, of Fig. 6 being of the construction employed for track-instrument systems.

Commutator-brushes are shown arranged to bear upon the commutators, those of the rail-circuit commutator Q being lettered h 77,2 71, h 71 h 7L7 7L8 h, respectively, and those of the track-instru ment comm ntator Q being lettered g g g p g g g respectively. The upper and lower boundary-lines so of the developments of the commutators Q and Q are the lines of contact of the commutators and brushes in the position shownthat is to say, with the signal locked in the home danger positionand the middle dotted line ac in each commutator is the diametrically opposite line of contact, giving the same signal. The upper and lower dotted lines 00 m are the lines of contact for the distant danger-signal, and the upper and lower dotted lines 42: m are the lines of contact for the safety-signal. The commutator Q, is shown in Fig. 4 and in dotted lines in Fig. 3; but in Fig. 2 the semaphoreshaft B is partly broken away and the commutator Q removed and the commutatorbrushes also partly broken away. No conducting wires run from the commutatorplates, and in each construction the commu tator acts by making or breaking electric connection between different commutatorbrushes. I have shown the arrangement of circuits both for a system operated by the trains through rail-circuits and a system operated by the trains through track instruments, Fig. 5

showing the rail-circuit construction and arrangement, and Fig. 6 the track-instrument construction and arrangement, and I will first separately describe the rail-circuit system and will afterward describe the track-instrument system- I have shown my improved signal inconnection with the circuits of my improved railway signaling system shown, described, and claimed in my application for Letters Patent, Serial No. 546,687, filed April 22, 1895, modifying said circuits only so far as is necessary to adapt them to the improved signal embodying mypresent invention and to the'realization in the construction and arrangement herein shown of all of the advantages of the invention of my said prior application, Serial No. 546,637.

The circuits and apparatus represented in Fig. 5 are those usually in proximity to one signal, in this instance the signal B, shown in the diagram alongside of the track and located near the rear end of and guarding the section of track marked B and being located near the advance end of the section of track marked A. The apparatus and commutator shown in Fig. 5 are those for actuating said signal B. It will be readily understood that the track-section A will be guarded by a similar signal, which will be hereinafter referred to as signal A, and this signal will be provided with similar circuits and apparatus, and so also will be the next signal in advance of B, which will be hereinafter referred to as signal 0, and the section of track guarded by signal 0 will be hereinafter referred to as section 0, and it is of course evident that any desired number of blocks or sections may be employed.

Assuming that the signal B is in the home danger positionthatis to say, the semaphoreblade B is in horizontal position and the lantern L shows a red lightand that a train enters upon the track-section A, the train will shunt the circuit of the track-electromagnet E (not shown) of sect-ion A, thereby closing at the contacts kl of said electromagnet E of section A the circuit of the electromagnet G (not shown) of section A, and thus closing the contacts we of that electromagnet, and thereby closing the normally open circuit of the electromagnet H (shown) of section B, as the current will then flow from the battery X shown through wire 15, wire 3, rail to of tracksection A, and then through the following parts of the circuits at signal A-viz., wire 2, Wire 17, commutator-brushes h and 71 wire 18, contacts q 7", wire 18, contacts 20 '0, wire 14, and through wire 14 to the circuits at signal B, as follows: wire 14, electromagnet H,

commutator-brushes h M, wire 8, contacts h g, and wire 16 back to battery X. It is to be noted that if the signal A is at rest in any other position than home danger the brushes h and k of that signal will not be electrically connected by the commutator of A; also, that if the signal A is in motion and changing from one position to another the contacts q and r of signal A" will be separated: also,thatif the signal B is alreadyin the safety position or in the distant danger position the brushes 71 and li of signal B will not be electrically connected by the commutator of B; also, that if there is a train in section B the contact of g and h is broken, and therefore, unless the signal A is at rest in the home danger posit-ion and the signal B returned to the normal danger position after the precedin g train and the section B is clear of trains,the circuit above described energizing the electromagnet H will not be closed by the presence of train on section A. IVhen, however, the conditions permit this circuit to be closed, the signal will thereby be started in its movement toward the safety position by the withdrawal of the lock-pin O and the closing of the motor-circuit, as the energization of the electromagnet I-I effects the closing of the contacts n p, which closes the circuit of the lockactuating electromagnet I as follows: from battery X through wire l5,wire 3,wire 19, contacts n 2), wire 9, electromagnet I, and wire 6 back to batteryX,thereby effecting the withdrawal of the lock-pin O, and the withdrawal of the lock-pin moves the lever I, so as to bring the spring e' upon the contact thereby closing the motor-circuit as follows: from battery X through wire 15, wire 3, motor M,

.wire 3, contacts i i, and wire 6 to battery X.

The current flowing through the motor actuates it and starts the movement of the signal in the direction of the arrows in Fig. 1 from the home danger position, thereby rotating the commutator also in the same direction, as indicated by the arrow in Fig. 5. As will be seen, a short movement of the commutator breaks the electric connection of the brushes 7L3 and h, thereby cutting off the current from the battery X to the electromagnet H; but this movement of the commutator also puts the brush 713 into electric connection with the brush h, thereby closing a circuit through the electromagnet H from the battery located at the next signal 0 in advance of the signal B shown, said circuit being as follows: from the battery X (not shown) at the signal C through wires 15 and 3 thereof to rail b, and thence rearwardly to the circuits and instruments shown, through wire 2, wire 17, brush 7L6, brush h (these brushes h 77. being now connected by the commutator,) wire 14-, magnet H, brush h brush h,wire 10, and through wire 10 forward to circuits located at signal 0, and through wire 8 thereof, contacts 72 9 thereof, and wire 16 thereof back to battery. Now if the contacts h g of signal 0 are closed, the electromagnet H shown will be energized by this circuit and the lock-pin 0 held in withdrawn posit-ion, and therefore the signal will pass the distant danger position without being locked. This will happen if the section 0, as well as the section B, is clear of trains; but if there is a train in G the magnet G of that section will be energized, and therefore the contacts h 6, controlled by that magnet, will be open, and a break will therefore exist in the circuit above traced from the battery X of signal 0, and no current will flow to the electromagnet H shown, and consequently the lock-actuating magnet I will be deenergiz-ed as soon as the electric connection of the brushes ha 72, is broken by the commutator, and therefore the lock-pin 0 will be released and put in condition to enter the next perforation that comes in its path via, the perforation m whereby the signal B is locked with the semaphore B in oblique position and the lantern L showing a green light, thereby giving the distant danger signal. This indicates to the train engineer that one section in advance is clear and the second section in advance is occupied by a train. If, however, the section 0 is clear of trains, then the energization of the lock-actuating magnet I will continue until the signal has passed the distant danger position; but between the distant danger and the safety positions the connection of the brushes h and h through the commutator, will be broken,

and thereby the circuit, above described, from battery X of signal C will be broken and the lock will be released, and thus put in condition for engagement with the next perforation of the wheel M that comes in its path,viz., a perforation "m -whereby the signal B is locked with the semaphore-arm B vertical and the lantern L showing a white light, thus giving the safety indication and with the arrangement shown indicating to the engineer that two blocks in advance are clear of trains. then the signal B thus assumes a safety position, the track-circuit of the rear signal A is broken between the brushes 72, and 71 of the signal B, said track-circuit normally running from the battery X, (shown,) through wires 15 and 3, to rail a, thence through the track-electromagnet E (not shown) of section A, thence returning by the other rail and through the wire at (including the resistance R) to brush h and from the brush h through wire 21, contacts 0 and i, and wire 6, to battery X. It will be seen that this circuit is broken between it and 7t9 when the signal B is locked in the distant danger position or in the safety position and is broken between t' and 0 when the signal is in motion, and is therefore only closed when B is locked in the home danger position, and thus the electromagnet E of section A is prevented from breaking the contacts 76 and Z, controlled by said electromagnet E, until the signal B has returned to the home danger position, and the break at Ya Z- maintains the break at g h of the circuits at A, and thus effectually locks the signal A at the home danger position until the signal B has returned to the home danger position behind the train.

When the signal B assumes the safety position, the circuit of the electromagnet H (not shown) of the advance signal 0 is broken between the brushes h and h of the signal B, and, as will be seen, this break will also occur when the signal B is in the distant danger position, and when the signal B is unlocked this circuit will be broken between the contacts g and r of the signal B. Thus the signal C will be locked at the home danger position until the signal B has returned to the home danger position behind the train.

Assuming now that the train,.having received the safety indication from the signal B, passes onward from the track-section A to the track-section B, the train will first shunt the trackelectromagnet E shown,thereby closing the circuit of the electromagnet G shown, and thus closing at the contacts 9 m a circuit which will cause the signal B to go to the home danger position, said circuit being as follows: from the battery X shown through wires 15 and 3 and then through rail a to the rear end of said rail at signal A, then through the following conductors and con tacts at signal A, viz: Wire 2, wire 17, brushes h and 71F, wire 13, contacts 0 q, wire 18, contacts w o, wire 14,and forward through wire 14: and through the electromagnet H at signal B, brushes 72 71 wire 20, contacts m g, and wire 16 back to the battery X shown. The electromagnet H will then close at a p the actuating-circuit of the electromagnet 1, above described, which will cause the withdrawal of the locking-pin O and the closing of the motor-circuit and starting of the signal; but after the signal has moved a short distance the connection between the brushes 7: 71 is broken by the commutator, and thus the circuits above described, except the motor-circuit, are broken and the locking-pin is put into condition to enter the next perforation, which will be a perforation m, and when the pin enters said perforation the signal B will be locked in the home danger position and the motor-circuit broken. It is to be remembered that the actuating-circuit of the electromaguet E at signal A is broken until the signal B has returned to the home danger position, and therefore, even if every portion of the train has at this time entered the tracksection B, and consequently the shunting by the train of the electromagnet E at signal A has entirely ceased, nevertheless the contacts t w at signal A will remain closed while the signal B is in the safety position and while the signal B is moving from the safety to the home danger position and until the signal B has been actually looked in the home danger position. I

As the locking-pin O of the signal B moves into engagement with a perforation m as aforesaid, thereby locking the signal B in the home danger position, the contacts q and r of signal B will be closed, and as the brushes h and h of signal B have been electrically connected by the commutator and the contacts o w at signal B were closed by the entrance of the train upon the track-section B the circuit is now closed, which initiates the operations for putting the signal G into the position required by the condition of the track, said circuit including the contactsvmthe contacts q and r, and the brushes 7L6 and it, all at signal B, and the electromagnet H at the signal C, and the adjacent circuits will then operate as above described in relation to the signal B to put the signal 0 to safety or distant danger in accordance with the condition of the traflic on the tracks. After the train has passed out of the track-section B and into the track-section 0 its control over the signal B will be continued to the extent that by maintaining a break at the contacts h g at signal 0 it will prevent the signal B when actuated by a train on track-section A from being moved beyond the distant danger position. After the train has passed out of section 0 it ceases to affect the signal B.

I will now describe the track-instrument system illustrated in Fig. 6. The circuits and apparatus represented in this figure are those usually in proximity to one signal-in this instance the signal B, shown in the diagram alongside of the track, and the apparatus and commutator shown are those actuating said signal B. This signal B guards the section of track marked B and is located at the advance end of the section of track marked A. The next section in advance of B will be referred to as section 0, and itwill be understood that sections A and Owvill be provided with similar circuits and apparatus to those shown.

The trains will actuate the circuits and apparatus through the medium of track instruments. One of these track instruments T is shown in outline or diagram in proximity to the signal B, and it will be understood that a corresponding track instrument will be provided in proximity to each signal along the line.

Assuming that the signal B is in the home danger position and that a train enters upon the track-section A and actuates the track instrument (not shown) at the rear end of said section, the circuits normally closed by this track instrument will be broken and the pair of electromagnets S and S of the signal A, the signal in rear of signal B, will be deenergized. The normally-closed circuit of these electromagnets S and S flows from the battery X at signal A through wire 6, wire 25, electromagnet S, wire 26, electromagnet S, wire 26, the track instrument, and wire 3 back to battery. The denergization of the electromagnets S S closes the contacts d and d, but it is necessary to also close the contacts f f before the advance signal-actuating circuit is closed, and this is not effected until the track instrument is closed after oper ation by the train. When the track instrument thus closes, the circuit above described energizing the pair of electromagnets S and S is again closed, but the armatures d and e are in lower position and will be maintained in such position. The closing of the track instrument also effects the closing of the circuit, which closes the normally open contacts ff, said circuit including the following parts of the circuits at signal A only, viz: from the battery through the wire 27, contacts jj, wire 28, contacts e 6 key 00, wire 36, commutator-brushes (1, wire 37, electromagnet V, wire 38, wire 18, contacts (1 0, wire 13, track instrument, and wire 3 back to battery. The circuit for energizing the electromagnet H at signal B is now completely closed, this circuit being as follows: from the batteryX shown at signal B through wire 27, contacts j j, wire 28, contacts e 6, wire 29, commutator-brushes g g wire 30, electromagnet H, and then by wire 14 rearwardly through the following parts of the circuits at signal A, viz: wire 14, electromagnet W, wire 31, con tacts ff, wire 32, contacts d d, and wire 33 to ground, and from the ground connection U shown at signal B back to battery. The energization of the electromagnet H causes the signal B to be started in its movement toward the safety position by the withdrawal of the lockpin 0 and the closing of the motor-circuit, as the energization of the electromagnet H effects the closing of the contacts 71 which closes the circuit of the lock-actuating electromagnet I, as follows: from battery X, through wire 3, wire 19, contacts 11 19, wire 9, electromagnet I, and wire 6, back to battery, thereby effecting the withdrawal of the lockpin 0 and the withdrawal of the lock-pin moves the lever 1,so as to bring the spring 1' upon the contact 6 thereby closing the motorcircuit as follows: from battery X, through wire 3, motor M, wire 3, contacts 1%, and wire 6, back to battery. The current flowing through the motor actuates it and starts the movement of the signal and rotates the commutator in the direction indicated by the arrow in Fig. 6, and a short movement of the commutator breaks the above-described circuit of the electromagnet H at the brushes (1 g but this movement of the commutator also closes a circuit through the electromagnet H from the battery located at the next signal 0 in advance of the signal B shown, said circuit being as follows: from the battery X (not shown) at the signal 0, through wire 27, con tactsjj, wire 28, contacts 6 6, wire 10, and thence rearward to the circuits and instruments shown through wire 10, commutatorbrushes g wire 30, electromagnet H, wire 14:, and thence rearward by wire 14 to signal A and through electromagnet WV, wire 31, contacts ff, wire 32, contacts d 01, wire 33, to ground at the ground connection (not shown) at signal A, and from the ground connection (not shown) at signal 0 back to battery. Now if the contacts 6 e of signal C are closed the electromagnet H shown will be energized by this circuit and the lock-pin 0 held in withdrawn position, and therefore the signal will pass the distant danger position without being locked. This will happen if the section C as well as the section B is clear of trains; but if there is a train in 0 contacts a 6' thereof will be open and no current will flow to the electromagnet H, and the signal B will be looked as soon as it reaches the distant danger position. If the section 0 is clear of trains, then the signal will be carried beyond the distantdanger position, bu t between the distant danger and safety positions the contact between the commutator-brushes g will be broken, and the lock therefore will be released and put in condition for locking the signal, and when the signal reaches the safety position it will therefore be locked.

The movements above described may take place deliberately, as the circuits which initiate the movements of the signalremain in condition for initiating such movements during the entire time that the train is passing from the rear end of the section A to the advance end thereof or from track instrument to track instrument.

Assuming now that the train having received the safety indication from the signal 13 passes that signal and operates the track instrument T shown, the normallyclosed circuit of the pair of electromagnets S and S shown will be broken and will close a circuit energizing the electromagnet I-I shown as follows: from the battery X shown through wire 27, contacts j j, wire 28, contacts 6 6*", key at, wire 36, commutator-brushes g g (these brushes being new electrically connected, as the signal B is in the safety position,) wire 30, electromagnet H, wire 14, wire 3%, contacts f f, wire 32, contacts d d, and wire 33 back to battery. This initiates the movement of the signal B from the safety to the home danger position, and before the signal reaches the home danger position the electrical connection of the commutator-brushes Q2 g is broken by the movement of the commutator, and therefore the signal is locked when it reaches the home danger position. So long as the track instrument T is open the following circuit will be maintained, viz: from the battery (not shown) at signal. A, through wire 6 thereof, contacts 2' 0, controlled by switch-bar I, wire 21, com mutator-brushes g 9, wire 35, electromagnet W, and through wire 14 to and through the following parts of the circuits at the signal B, viz: wire 34, contacts f wire 32, contacts cl d, and wire 33 to ground at U and from the ground connection at the signal A back to battery. 'The armatures of the pair of electromagnets TV W at the signal A are thereby raised and the contacts 4) 2" are closed, completing the following circuit, viz: from the battery at signal A, by wire 6 thereof, wire 25, electromagnet 8, wire 40, contacts 1" 2 wire 14, and forward to the signal 13 and through the following parts of the circuits thereof: wire 34, contacts f f, wire 32, contacts cl (1', wire 33 to ground at U and from the ground connection at the signal A" back to battery. This causes the armatures d and e of the pair of electromagnets S S at the signal A to be returned to their upper or normal positions and breaks atj j and e 6 the circuit above described energizing the electromagnet V at signal A. lVith the signal 13 at Fdanger and the track instrument T closed the electromagnet V at signal B is energized by the following circuit: from battery X shown through wire 3, track instrument T wire 13, contacts '2" q, wire 18, wire 38, electromagnet V, wire 37, brushes q g wire 36, key as, contacts 6 6, wire 28, contacts jj, and wire 27 back to battery. Thus armaturef of electromagnet V is raised, breaking at f the circuit above described energizing electromagnet 7 at A and dropping the armatures i and j at signal A to lower and normal position.

The track-instrument system shown in Fig. 6 in connection with the present invention will form the subject of a separate application for Letters Patent and has not therefore been fully described, except so far as is necessary to bring out the operation of the parts embodying the present invention in connec' tion therewith. It is to be noted, however, that when a track instrument is closed after having been opened by a train and the circuit above described energizing the electromagnet V at the same signal has been thereby closed, a local circuit is closed, including the electromagnets V and V and excluding the track instrument maintaining the armature f in upper position, notwithstanding backward and forward movement of the train such as would cause a repetition of the operation of the track instrument, and the armature of the electromagnets V and V will not be disturbed thereby, and it is also to be noted that the armatures of the electromagnets S and S will not be disturbed by such repetitions of the movement of the same track instrument, and therefore such repetitions of the movement of the same track instrument will not effect any change in the signalingcircuits.

Another feature of the track-instrument system shown is the means for setting the signals by hand in the event of disarrangement through failure of one signal to operate. This may be done by the key a: shown, If a train in passingthe next advance track instrument to that shown failed to set the signal O to danger because the armatures d and c at signal 0 failed to drop, there would be no circuit for raising the armatures of electromagnets S and S at signal B to their upper or normal position, and therefore the confacts e e at signal B would remain closed and the armature f would remain in contact with point f. A following train would have to pass signal B at danger, and ff" at signal B being closed there would be no circuit to re:

store the armatures d and e at signal A to uppernormal position; but before passing the track instrument T shown the engineer would open the key 5B, thereby deenergizing the coils of electromaguets V andV and clos ingthe contacts ff all at signal B. Further, if the armatures (Z and e at signal 0 dropped, but the signal failed to go to danger, then the electromagnets lV and S at signal 13 would remain so energized as to hold up their armatures. The train above referred to would in p'assiugsignal 15 clear signal A, but a following train could not clear A by the use of the key m at B, as before described, because as the armaturcs (Z, c, i, and 3', all at B", are. held up there would be no circuit via line 14, owing to the break at d. Consequently a third train would find signals A and B locked at danger, and armature f at A would be on f; but the engineer of the third train could by use of the key so at A clear the signal to rear of A. It is also to be noted that normallya circuit may betraced from the battery X showmthrough electromaguet' H shown, and also through electromagnet at sign al-A; but this circuit is inoperative, for

the reason that it alsoincludes the electromagnets S and S of rear signal A, the resistance of the latter coils preventing serviceable energization of the electromagnet I-I shown.

It will be seen that the line 14c has two branches which are energized at different times in the operation of the system, but the electromagnet ll canonly be serviceably energized Via lower electromagnet WV of the pair of electromagnets W XV and the electromagnet S (shunting S) can only be energized when the branch of line 14: including electromagnet ll is cut off.

One source of trouble in automatic systems is the liability of running down or failure of the battery, and where a single battery is employed at each signal, as in the systems above particularly described, the failure of the battery at any signal will make that signal totally inoperative and will also seriously affect adjacent signals. Two different constructions of means embodying my invention for guarding against battery failures are separately shown in Figs. 7 and 8, each exactly as it would appear if connected in the circuits shown in Fig. 5; but these means are omitted from. Fig. 5 to prevent confusion as to the other circuits shown in Fig. 5. In each con struction X is the main or active battery and X the reserve battery with the circuit-breakers closed, as shown; but the relations of these batteries are interchangeable and either one may be the main or active battery and the other one the reserve battery.

Two electromagnets D and D are provided, each in a shunt-circuit including one of the batteries, the electromagnet D being in a shunt-circuit including the battery X and the other electromagnet D in a shunt-circuit including the other battery X. The wires 15 and 16 represent the correspondingly-numis always connected with the battery bered wires in. Fig. 5, and itis to be understood that these wires are to beconnected with the circuits shown in this figure to form a complete signaling system, embodying my invention. It is also evident that these wires may be the terminals of an actuating-circuit.

Referring first to Fig. 7, the current flows from the battery X, through the wire eland contacts p to wire 16, and returning through wire 15 passes through branch 45 back to battery X. The shunt-circuit for the electromagnet D branches from the wire 4:1;

through wire 47, electroma-gnet D, and wire 42 back to the main circuit, at wire 15., It will be seen that thisshunt-circuit is permanent, having no make-and-break device therein, and therefore the electromagnet D The battery X is connected by the wire 43 with the contact-stop 1 but the'armature y, connected with the line 16, is in upper position, and therefore the circuit of the battery X is broken between the armature 3 and contact y and remains broken so long as thearmature g is in upper position. The return-current of this circuit would pass from thewire 15 throughbranch 46 back to battery X.

The shunt-circuit for theelectromagnet D passes through wire 48, electromagnet D, and

wire la back to the main circuit at wire 15, and

be maintained against this stop 11,1 and the main circuit will be actuated by the battery X and the battery X will be cut out; but if at any time the battery X ceases to supply electric current or the current supplied by said battery X diminishes, so as to be not sufficien tly strong to hold the armature y against the stop 1 the armature will drop upon the contact y, and the battery X will thereby be cut out of the main circuit and the battery X connected in that circuit. As will be seen, the electromagnets are arranged so as to tend to attract the armature in opposite directions but when the armature is in close proximity to one of them it will remain there, notwithstanding the attraction of the other electromagnet, so long as the current supplied to the former electromagnet is maintained at predetermined strength.

In the construction shown in Fig. 8 the electromagnets D and D act independently of each other, and each is provided with two armatures, one armature in the main circuit of its own battery and the other armature in the shunt-circuit of the other battery, and thus when the main circuit of a battery is closed the shunt-circuit of the other battery is broken. The parts are lettered and numbered to partially correspond with Fig.7. The main current from battery X flows through wire 41, contact 1 and armature 'y to wire 16, and returning through wire 15 passes by IIC branch 45 back to battery X. The shuntcircuit branches from the main line through armature .2", contact wire 49, electromagnet D, and wire 42 back to main line at Wire 15, and therefore includes an armature and contact controlled by the electromagnet D of trolled by the electromagnet D of the battery X. The operation of the parts shown in Fig. 8 is the same as described in relation to Fig. '7; but in the construction of Fig. 8 the reserve battery is completely out out, while in the construction of Fig. 7 a small amount of current from the reserve battery continually flows through the electromagnet in closed circuit therewith. The construction shown in Fig. 8 is particularly claimed herein.

It will be observed that in each of the two constructions of Figs. 7 and 8 there are two battery-contacts, one connected to the main battery and one connected to the reserve battery, and there are also circuit-contacts which close separately with one or the other of these battery-contacts, so that when one battery is connected in the main or actuating circuit the other battery is disconnected therefrom.

In Fig. 7, as shown, with X as the main battery and X as the reserve battery, the mainbattery contact is g and the reserve-battery contact is y. The circuit-contact for 3 is the upper face of the movable contact-piece g and the circuitcon'tact for y is the lower face of the same movable contact-piece 3 or, as it may be otherwise stated, the. movable contact piece 11, may be the circuit-contact for either one or the other battery-contacts.

In Fig. 8, as shown, with X as the main battery and X as the reserve battery, the mainbattery contact is 1 and the reserve-battery contact is 11 The circuit-contact for y is the movable contact-piece y and the circuit-contact for Q13 is the movable contact-piece 3 From the above description of the signaloperating mechanism it will be evident that after the train has caused the withdrawal of the locking-pin and the slightest movement of the disk or gear wheel M has taken place the operation of the mechanism will not be interrupted by any interruption in the circuit controlled by the train. The signaling mechanism is then under the control of the commutator and is relieved of the control of the train and will continue its movement to completion altogether independently of the train. In fact, the circuit closed by the action of the train is soon broken by the action of the commutator, and the commutator then remains in control of the signal mechanism until the desired signal is given. This operation results in an economy of battery-power and a certainty of operation and a more deliberate operation than could possibly be at tained if the signal had to respond as quickly as the train operated the circuit. It will also be noted that the actuating-circuits would retain their condition for initiating the movement of the actuating mechanism during the entire period while the train is passing through the section or block if there were no responsive action of the signal and in actual operation retain this condition for initiating the movement of the actuating mechanism until the responsive action of the signal.

From the above description it will also be evident that the motor starting and stopping device (shown as a circuit make and break device and comprising the pivoted switchlever I and its spring 1' and contact-plate o) is controlled by the locking device and that in the operation of the signal the release of the locking device in any position of the signal or indicator does not efiect the locking of the signal or indicator until a predetermined position of the signal or indicator has been reached.

The improved signal-actuatin g mechanism, above described, embodying my invention is incased within a signal-box having an exposed bearing only at the shaft to which the semaphore is attached and but one exposed hearing at this shaft, all other parts being thoroughly incased and protected from moisture. The shaft carrying the lantern, being a vertical shaft, maybe capped, as shown, and thereby thoroughly protected; but a horizontal shaft cannot be thus protected, and it is therefore of great advantage to limit this exposure to a single bearing of a single shaft. This is an important feature of my invention, as it is well known that the signals frequently remain at rest for long periods of time and are liable to become rusted at the bearings, so as to be inoperative; but with my improved signal the effect of the weather is minimized and does not, in fact, materially interfere with the operation of the mechanism. It will also be noted that there is no tendency to movement of the signal and no pressure upon the forward end of the lock-pin when the lock-pin is being withdrawn to unlock the signal, and therefore that during the unlocking movement there is practically no friction between the disk or wheel M and the lock-pin; but after the lock-pin has been withdrawn the motor-circuit is closed and the motor moves the signal. This is an important feature of my invention and overcomes a great objection to all counterweight or gravity signal-actuating mechanisms, as in such mechanisms the looking device has to overcome a considerable amount of friction in unlocking the signal. It is to be noted, however, that my broad invention is not limited to the employment of an electromotor, nor to a circuit make and break device for starting and stopping the motor, nor to an electromagnetic locking device.

It is of course evident that my improved signal mechanism is applicable to manually operated systems or lock-and-block systems, and although automatic systems operated directly by the train have been shown and described my broad invention is not limited to such systems.

What I claim, and desire to secure by Let ters Patent, is

1. A signal for railways comprising a post orsupport, an arm extending therefrom,a substantially straight semaphore-blade broader than the arm and fitted to rotate ina plane substantially vertical and substantially at right angles to the direction of traffic, and pivoted to the arm at such a distance from said post or support as to be substantially clear of the background of said post or support in all positions of a full revolution, and means for rotating said semaphore-blade and for stopping and holding at rest said semaphore-blade in one or more predetermined positions, substantially as set forth.

2. A block-signal for railways comprising a post or support, an arm extending therefrom,

a substantially straight semaphoreblade broader than the arm and fitted to rotate in a plane substantially vertical and substantially at right angles to the direction of traffic, and pivoted to the arm at sucha distance from said post or support as to be substantially clear of the background of said post or support in all positions of a full revolution, and means for rotating said semaphore-blade when changing from one position to another and for stopping and holding at rest said semaphore'blade in one position to indicate that a plurality of blocks in advance is clear and in a second position to indicate that the block in advance is clear and in a third position to indicate that the block in advance is occupied,substantially as set forth.

3. A signal for railways comprising a supporting-post, a semaphore fitted to rotate in a substantially vertical plane, and pivoted at such a distance from said post as to be substantiallyfclear of the background of said post in all positions of a full revolution, a lantern fitted to rotate on a substantially vertical axis, said semaphore and lantern being connected so as to rotate together and give corresponding indications and said semaphore being located on the same side of said post as said lantern, and means for rotating said semaphore and lantern and for holding said semaphore and lantern at rest in one or more predetermined positions, substantially as set forth.

4. A signal for railways comprising a supporting-post, an arm'extending therefrom, a semaphore-blade broader than the arm and fitted to rotate in a plane substantially vertical and substantially at right angles to the direction of traffic, and pivoted to the arm at blade in one or more predetermined positions,

and a lantern on the same side of the post as the semaphore-blade and arranged to give corresponding indications, substantially as set forth.

5. A signal for railways comprising a visual indicator giving signals by different positions thereof, a motor for the indicator, a locking device, a part at all times connected to and moving with the indicator, constructed to be engaged by the locking device in positions corresponding with the different positions of the indicator, and a commutator controlling the locking device so as to lock the indicator in predetermined positions to indicate the condition of the track, substantially as set forth.

6. A signal for railways comprising a visual indicator, an electromotor for said indicator, a locking device for the indicator having a locking-piece whereby the indicator is held at rest in one or more predetermined positions, and a circuit make and break combined motor starting and stopping device actuated by said locking-piece, the circuit of said motor having a single break therein controlled by said make-and-break device, substantially as set forth.

'7. A signal for railways comprising a rotating visual indicator, a motor for rotating said indicator always in the same direction, a part moving with said indicator, a movable locking-piece engaging with said part to stop and lock the indicator in one or more predetermined positions of theindicator, a motor starting and stopping device controlled by the movement of said locking-piece so that the Withdrawal of said locking-piece starts the motor and the engagement of said lockingpiece stops the. motor, and means for withdrawing the locking-piece andfor putting the locking-piece in condition for engagement with said part moving with the indicator, substantially as set forth.

8. A signal for railways comprising a rotating visual indicator, a motor for rotating said indicator, a part moving With said indicator,

a movable locking-piece engaging with said circuit having a single break therein, substani tially as set forth.

9. A signal for railways comprising a visual indicator and a motor and locking device for the indicator, a motor starting and stopping IIO device, and a commutator controlling the locking'device and motor starting and stopping device so as to stop and lock the indicator in one or more predetermined positions to indicate the condition of the track, substantially as set forth.

10. A signal for railways comprising a visual indicator and a motor and locking device for the indicator, a motor starting and stopping device controlledby the movement of said locking device, and a commutator controlling the locking device so as to lock the indicator in one or more predetermined positions to indicate the condition of the track, substantially as set forth.

11. A block-signal for railways comprising a visual indicator adapted to assume three positions, indicating respectively safety, dist-ant danger and home danger, said indicator being normally in the home danger position, a commutator connected at all times to the indicator, a circuit controlled at the track-section in rear of the indicator and adapted to be also controlled at the section guarded by the indicator for starting the movement of the indicator from the home danger position, and another circuit thrown into action by the movement of the indicator and commutator and adapted to be controlled a plurality of sections in advance, to carry said indicator past the distant danger position, and a circuit for continuing the mo tion of the indicator after it has been started from home danger to distant danger, independently of the first-named circuit, and for continuing the movement of the same from distant danger to safety after it has been carried beyond the distant danger position, independently of the last-named circuit, substantially as set forth.

12. In a block-signal for railways, in combination, an indicator and a commutator, means for actuating the indicator and commutator, and a locking device for the indicator controlled by a train to unlock the indicator, said actuating mechanism being relieved from the control of said train by the unlocking of the locking device and the initial movement of the indicator, and controlled by the commutator through circuits not under the control of said train to complete the movement of the indicator, substantially as set forth.

13. In a block-signal for railways, in combination, an indicator and a commutator connected to move together, a motor and looking device for the indicator and commutator, means under the control of a train for unlocking said locking device and starting the motor, and means under the control of the commutator independentlyof said train for controlling the motor and locking device to complete the movement of the indicator, substantially as set forth.

1 A signal for railways comprising an indicator and a commutator, means for moving and locking the indicator whereby said indicator may be moved into and locked in one or more predetermined positions, and a circuit make and break device controlling the moving and locking means to unlock and start the indicator, said circuit make and break device being relieved from the control of the indicator by the unlocking and initial movement of the indicator, and said indicator being controlled by the commutator through circuits not under the control of said circuit make and break device to complete the movement of the indicator, substantially as set forth.

15. A signal for railways comprising a movable visual indicator free from tendency to movement while at rest, a circuit make and break device, an engagingdevice actuated by said circuit make and break device, whereby the signal is held in one or more predetermined positions, a motor 1 or said indicator in a circuit controlled by said engaging device, whereby the movement of said engaging device actuates the motor to move the indicator, and a commutator connected to the indicator whereby the circuit of the engaging device is controlled while the indicator is passing its one or more indicating positions, the motor-actuating circuit being controlled by the engaging device while the signal is moving through all positions intermediate of its position or positions of indication, substantially as set forth.

16. A signal for railways comprising a visual indicator and means for moving the same, a single locking-piece for the indicator adapted to lock the indicator in diiferent positions thereof to give different indications as to the condition of the track, and a commutator connected to and moving with the indicator and controlling the locking-piece, substantially as set forth.

1?. A signal for railways comprising a movable visual indicator free from tendency to movement while at rest, a motor for the indicator, a movable locking device for the indicator, and a motor starting and stopping device controlled by the locking device to energize the motor after the indicator has been unlocked and to decnergize the motor when r the indicator is locked, substantially as set forth.

18. In combination, an actuating electric circuit, two batteries, electromagnets in circuit with each battery, battery-contacts connected with each battery, and circuit-contacts for each battery, a contact for each battery being controlled by an electromagnet of the other battery, whereby either battery may be actively connected in the circuit until the current supplied falls below a predetermined point and will thereupon connect the other battery actively in said ciro nit, substantially as set forth.

19. In combination, an actuating electric circuit, two batteries, an electromagnet connected in a shunt-circuit with one of said batteries and another electromagnet connected in a shunt-circuit with the other of said batteries, and contacts controlled by said electromagnets, the contactsof each battery con trolled by the electromagnet 0f the other battery, whereby either one of said batteries is maintained in the actuating-circuit until the current supplied by said battery falls below a predetermined point and then is cut out and the other battery connected in the actuatingcircuit, substantially as set forth.

20. In combination, an actuating electric circuit, two batteries, an electromagnet connected in a shunt-circuit with one of said batteries and a make-and-break device in said shunt-circuit, an electromagnet connected in a shunt-circuit with the other of said batteries and a make-and-break device in the latter shunt-circuit, the malce-and-break device in each shunt-circuit being controlled by the electromagnet in the other shuntcireuit, and other circuit make and break devices controlled by said electromagnets, whereby one of said batteries is maintained in the actuating-circuit until the current supplied by said battery falls below a predeter- HENRY BEZER.

In presence of- HERBERTH. GIBBs, HENRY D. WILLIAMS. 

